The reason the inertia on the piston is altered is that we have changed the field density of the Aether in the Space around it.
Lowering it's resistance to acceleration.
A piston is constantly accelerating,
speeding up in velocity and then slowing down again, it never runs at a
It has two stopping points where it reverses
Thus the piston is the perfect place to tap into the engine and effect it's inertial momentum.
Acceleration is the change of velocity, and the piston is in constant change.
There is always a torsion field around the pistons, as they are always interacting with the background field inertially.
[Note the radiator of the engine may tend to tilt this toroidal ring into a forwards angled torus.
Placing the water mass more to the front of the engine then the oil mass.]
Stroke Distance Fragmentation Modeling
From direct experiment with caliper gap distances on a 2003 RAV, it was determined
that if you break up the piston stroke distance into a 24 x harmonic,
this can form a high frequency field, directly from the pistons energy.
This field is strong during all RPMs of the engine, and even during
idling, as the pistons are always accelerating or decelerating.
This field is very reactive if measured in a parallel line with the pistons motions but off to the sides of the piston stroke.
[12x harmonic was also tested and does work, except the manipulation
using primes is then not workable as a 13x falls outside the stroke
This method of vibrational inertial coupling is called piston tunning
The Space field [Aether] is always a Prime Number Fractal stack, this
is the only way that the Aether Medium can maintain it's tremendously
high frequency and high energy level.
If the field in the Aether were an even number of waves, the Aether
would down shift itself to low frequencies and loose it's static high
The Aether is thus modeled as a cube that surrounds the universe and
sends a prime number of high frequency waves through all space inside
This is the basis of Kosols Cubic IDL units.
From this background field, we can draw both
a high and a low frequency
component simply by choosing correct distances to resonate with it.
The two components interact against one another to form the two forces that create all matter, and power all motion.
This is the splitting of the Yin and the Yang forces from the background Aether "The One" that is all around us.
It is the art of creating balanced conflict, from the neutral background medium.
Modeling the back ground Aether we then must use odd or prime number
stacks to hold this field close to the engine and shift the engine
stroke to a higher frequency.
of energy in this loop is the power stroke distance of the engine.
On the wheel of 24, as used by Leedskalnin, there are two important
angular points for altering the frequency of vibration on and around
The 105 degree and the 195 degree points. Using 15 degree steps, we locate the 7x at 105 and the 13x at 195 degrees.
24 being an even number will naturally down shift
energy to lower
frequency harmonics by multiples of 2x and 3x until it hits it lowest
13x is a special point for causing an effect which maintains a high
frequency and causes every other segment to flip polarity uniformly.
This creates a priming high frequency field around the engine.
7x is another special point where the segmentation of vibration reversals causes a polarization field
7x creates an expansion on one end and a contraction on the opposite end of a tube.
The 7x is used for tunning the engine rotation into a forwards leading Torsion force.
By cutting the piston stroke length into 24 segments, we can now access both the 13x distance and the 7x distance linearly
, working then as Light Rods.
Both of these distances will now fall inside the piston stroke and both
will cause a higher frequency to form around the cylinder creating an
Power from the stroke vibration now moves outwards from the piston,
hits the up shift resonators, and then reflects back inwards.
This sets up two points of T field vibration radiations.
The piston becomes the low frequency
pulsation and the reflectors become the high frequency
The two fields now overlap the two gradients, and inertia canceling is the result.
High frequency is what we want hitting the water
of the engine.
High frequency sets outside of low frequency
and both couple by some fractal multiple. [24x in this case.]
The cube is the Aetheric model, and would be the best placement for the
prime number up converters of the powered fractal lengths.
They would be spaced at odd or prime
multiples away from the center of
the piston, but can be tunned on the fly by moving them closer then
away from the piston.
Vibration reflectors are entirely mechanical, and manipulate the
motional vibrations from a position to wrap back inwards on it at
higher vibration rate multiples.
This is called "piston tunning."
Piston Stroke Experiment RAV 2003
I applied the Leedskalnin Primes to my engine stroke length and got very
This corrects the problem of getting a frequency match, and
causes the sweet spot to be present over all the RPM ranges, where adjusted
Piston stroke distance is a constant for any one engine, and remains the same
for all engine RPMs.
Using it for the prime segment length, if possible, allows
coupling of vibration at any frequency of engine rotation.
3.115" Stroke Distance -
1x = .12979"
7x = .9085"
Tunning a caliper to this distance is rather ineffective and produces nothing
to speak of as there is no frequency shift created -
I noted this early on and
was surprised that tunning this exactly has absolutely no effect on the engine
performance but shortening it does have effects.
Now apply a 7x and a 13x rotational model to the piston motion, based on a
3.115" / 24 = .12979 " [This is my first higher harmonic resonant segment
13x = 1.687"
24 x = 3.115"
I set up two SS calipers with 7x and 13x lengths locked into them.
As the vibration leaves the engine, in a normal torsion field which drags the
aether, causing inertial drag, we raise it's frequency by 24x.
This causes a
high frequency to form just outside the engines natural vibration which is
now 24 times higher then inside the engine.
This is accomplished using a 13x segment
length [prime number fractal multiple], based on 1/24 of the strokes motion
cycle distance [Top to bottom.]
This creates our warp bubble with hi freq
outside low freq inside and a boundary layer between them.
Next we use a 7x of this higher frequency, in the outer field, to polarize
and tune the engine into a higher forwards torque.
is done with distance to alter the phase of the higher
frequency field, weighting it in one direction.
As I hold the 13x caliper and rotate it through the sphere of possible
angles, I note very fast it has a strong effect when held parallel to the piston
This seems to do what I expected and creates a reflected T
field, from the engines power, up shifted in frequency, and reflected back at it.
I set the 13x vertical on the cup holder where the angle is correct, and now
start to play with the 7x inside this new hi frequency field.
The same is true
for angles, and only in the vertical piston line is the
As I slowly raise and lower the 7x, just about where it
crosses the head, near the top of the piston line, there is a tunning found to
operate much like a distributer adjustment.
A small lowering of the caliper
height causes the engine to drag and slow down, a small raising from that
position causes the engine to surge forwards, all with gas pedal held
There is an adjustment that causes acceleration in the forwards direction to
be souped up tremendously. This is actually a lot of fun to play with.
First road test is very promising, and suggests devices of larger mass may
have outstanding effects on engine performance.
Working a vibrational system from the outside is very possible, and will
likely work with any engine, even air cooled ones.
Application of the basic concepts can be applied to the piston itself, and a
counter vibrator system can be designed to cancel the pistons vibration in the
outer field around it.
This would cause the anti gravity effect as well if
applied in a platonic form geometry around the engine [one on each side, or even
4 of these around the engines piston line.
This would likely work as good as any Joe Cell, and possibly better due to a
constant coupling of the device to the piston stroke vibration.
It does not use
the water path to achieve a vibrational amplification of motional torsion.
Down side - the distancing elements must be parallel to the
piston stroke angle, and off the sides of it within it's stroke length, or near
the head joint.
The end of the piston stroke seems to be the most powerful
location for this effect to manifest well.
Granted these tests were only with small mass calipers, and can not be
expected to be nearly as effective as something with mass equal to the piston,
or even sized at 1/12 or 1/24 the piston exactly.
This effect is entirely mechanical and motional.
Crank Shaft Rotation Fragmentation Modeling
It is apparent from experiment that if you set up a vibration on the
engine between 7x [7 / 24 of rotation] the 105 degree point,
and 13x [13 / 24 the rotation] the 195 degree point, the engine will accelerate and loose weight.
If we take the stroke length
as the diameter
of a circle the crank is
powered into, we can now come up with another fractal system.
This system will couple vibration to the crank shaft directly as a wheel of 24.
Using the formula for a polygon, from the diameter, found in the tube
document, we find the segment length for 1x of a 24 point wheel.
Solve for the FS or the "Fractal Segment Length" of the polygon edge, having 24 sides, on the circle of the crank.
FS = diameter * (sin 1/2 the angle of the polygon)
The wheel of 24 has an angle of 15 degrees.
The diameter = the stroke length.
FS = stroke length * sin (7.5)
This 24x fractal length is now multiplied by 7x and by 13 x to
determine our crank coupling lengths for vibration element design.
These vibrations would reach the shaft probably best sent through the oil.
Experiment has shown this fractal has a strong effect on vehicle acceleration and tends to smooth out the engine.
It does not have a strong effect on an idling engine, as there is less change of shaft RPM overall.
It also feels really good.
Hopefully a combination of both piston tunning
and crank shaft tunning
, can produce good results for an ICE.
Experimental Notes RAV 2003
6 - 10 - 2011
I believe rather then use piston lengths to manipulate the crank, instead we
just use the Crank rotation with a polygon formula.
We know the diameter
of the crank power rotation, it is the piston stroke length.
this we calculate the vibrational segment length on the crank, using the
polygon formula, and stroke for the diameter.
With this number we can now
solve for the 7x and 13x points directly on the crank, and test these gap
sizes, for coil lengths to stick in the oil.
This will vibrate up the
Stroke 3.115" = Diameter of the Crank wheel of
FS = diameter * sin 7.5 degrees
1x = .406589 "
= 2.84612 "
13x = 5.285658 "
24x = 9.7581"
Circumference = 9.78606"
* Note the 24x is the sum of the 24 polygon sides and is not the circumference of the circle.
I'm going for a drive.
The drive was a lot of fun, wish I had another person so I could devote
myself to experiment.
I will try to explain the difference between using this method and the piston
First it feels really good. I mean really good. The main effect is
experienced during an acceleration of the car. At one point the car surged
forwards when I was trying to stop.
Holding two calipers in a hand while driving
is somewhat difficult, the 7x slipped a little.
I have to hold them right against the dash to couple the vibration well.
There is an effect for any angle parallel to the crank motional plane,
however again, the vertical alignment is the best result.
Where I get the 7x and the 13x aligned perfectly on the top end, the car goes
into a heavenly vibration that seems to lower gravity and make it easier to turn
There is another setting where the car becomes harder to turn sideways if I
set the 7x off a little.
The piston tunning, effects the engine RPM at all times I
think, not only during acceleration.
The crank tunning creates a very smooth acceleration, that
Both these effect are constant over all engine RPM ranges
and are both stronger at higher RPMs. Neither of them go out of sync or have
specific sweet spots.
I do not know how this will translate into coils at present, as the best
coupling is vertical along the piston alignment.
[Non Linear Retraction]
Piston displacement on the top 180 degrees of crank rotation is 2.414 times greater then displacement on the bottom of rotation.
The rod is the piece that connects the piston to the crank shaft.
Both rods shown above are the exact same length.
The one on the left is running to the center of the crank shaft for a reference to show 1/2 the piston stroke distance.
The one on the right shows that where the rod is attached, a crank
rotation of 90 degrees will be more then 1/2 the piston stroke distance.
The larger the angle the more this effect, and every engine design may be a little different.
Pistons move faster on
the top half of their travel distance and slower on the bottom half.
In a modern engine the difference in volume between top and
bottom 90 to 270 degrees rotation points falls between 1.5x and 2.4x.
This means that the piston displacement volume is as much as 2.4x more on the top then on the bottom of the stroke.
This divides the displacement into approximately a 70 / 30 ratio
The motion of the rod side to side, causes an additional
distance to be added before 90 degrees and then subtracted again after
From the diagram, one can see that as the crank rotates across the upper 180 degree arc,
the piston moves a further distance, then where the crank moves around the bottom side.
This creates a leverage or mechanical advantage in the upper piston.
If we cause both opposing cylinders to go into vacuum state at the same
time the one heading up will take control of the crank motion.
If we cause both cylinders to go into pressure state, the one that is in the upper position moving downwards will take control.
Expansion Contraction Quadrature Cycle
How can an engine turn over if the same energy is applied to all the cylinders simultaneously?
this piston cycle diagrammed above, it becomes obvious why an engine
can run two cylinders moving in opposing direction,
180 degrees seperated, both with closed valves, as both
expand or contract simultaneously in 4 quadrants.
With the same pressure in both cylinders, the piston with mechanical
advantage [top of stroke] will move the piston with less advantage
[bottom of stroke.]
If the pistons are all viewed as set at 90 degrees crank rotation, they are all
their center stroke position.
1/2 are heading down and 1/2 are heading
One cylinder is in compression, one is in expansion, the other two have opened valves.
If we apply just air vacuum to all the cylinders simultaneously, the one with
greatest leverage will win, the one with least leverage will loose.
The 90 degree position is the transition point
where pistons move from
greater leverage [longer motions] to lower leverage [less motion] on
The 270 degree position is where they move back into higher leverage position.
Since the vacuum energy hits all the cylinders simultaneously it must be pulsed on and off at 90 degree positions
to maintain rotation.
Vacuum energy must be added during 1/4 of the cycle, and expansion
energy during the next quarter cycle, for the engine to keep turning.
The piston near the top
of it's cycle, or nearest the head
will dominate and take control of the crank motion.
The piston on the bottom of it's cycle will be overpowered yet working
against the motion of the crank, with less leverage it will loose.
Torsion field devices have the greatest effect near the top of the pistons, and the head area.
The dwell angle of a distributer is conventionally set to close and
then open on or near these 90 degree points for a 4 cylinder engine.
Since we only get one spark, rather then a full 90 degree series of
sparks, it is very hard to get the timing correct for a fueless
In theory, if one can learn to produce cold spark for 90 degrees and
then switch to hot spark for the next 90 degrees, the engine would run
very smoothly without fuel.
The only reason this can work, is the difference in piston velocity
in the upper and lower regions of the stroke, giving one of the pistons more leverage, as shown in the diagrams above.
Even if we consider only inertial power, and open all the valves, the same holds true.
piston will win in an inertial shift transition
and this is the upper one.
It is very possible this maximum acceleration is experienced approximately 60 degrees BTDC.
Mechanical Advantage - Scalar Canceling Power Jump
This is why using only one Joe Cell and one Spark can cause an engine
to run, and why that as the cylinders oppose one another, motion can
The engine is always powering and braking simultaneously, and the powering side wins from mechanical
Adding an air vacuum to the piston chamber now causes the piston moving
upwards to be pulled past it's 90 degree transition point and into the
control area of the stroke.
Because we always have the two active pistons working against one another, there is a partial scalar canceling
of the opposing pressures.
This causes the active inertial field to expand outwards on both.
This also causes the pressure behind the strokes to increase,
and where the balance is lost the strokes are more powerful then if we only had one cylinder active at any one time.
Around a running engine, the TF radiation can be palmed. It is felt most strongly off the ends or tops of the pistons.
Pancake coils in this area give a sensation of rectifying the vibration, depending on direction of the spiral turns.
A transverse wave is also present off the sides of the cylinders and
acts to carry the vertical vibration that carries the power stroke
energy at 90 degrees to it.
It is the power stroke vector, where active reflections are most effective to alter engine RPM.
This runs up and down in this diagram.
The tube on the right is equipped with discs, simulating the gaps between piston top and cylinder head top,
to introduce vertical reflections in the wave inside the cylinder.
One possible "model", a series of discs connected together with a center bolt are inserted down into a water chamber.
Discs are moved to proper distances to set up the reflections causing a
HF field to form at the top end of the tube near the 7x area.
The 24x from the bottom can be sent into the oil or carb via a down shift filter, a copper coil of 24x stroke length.
The high frequency from the upper end can be sent into the car body, engine block, and water.
Also simpler tube devices can be built, but the surface area of the end
of a tube is much smaller then the surface area of the top of the
They may be much less effective then the discs.
Field Expansion Coils
If the toroidal model is correct, this opens a door for adding coils around the engine to increase the JC effect.
At the bottom of the engine or into an oil probe or near the carb, can be inserted a frequency down shift off the piston energy.
This will synchronize to the engine no matter it's RPM, and the lower
frequency will place a stronger pull downwards on the Aether flow
through the center of the torus.
A harmonic of 24 x the piston stroke length will create a down shift into the lower oil chamber.
A coil of this exact length or even 24 x 24 = 576 times the stroke length will cause a more drastic down shift.
It is not presently known the best positioning of this coil, carb or oil probe.
The coil needs to intercept the Piston energy and then inject it into
the center of the torus where it gets stronger towards the bottom.
Field Contraction Coils
Coil at the top of the engine can be wound as a square with primes on
it's sides.This can be a 13x fractal, and to make this larger a large
prime of that segment length.
13x is the most important segment length to couple everywhere.
A square coil with sides of perfect 13x and a prime number of 1/4 turns would be ideal.
Another coil design could be a square coil form of 1x or 1/24 piston stroke length, with 13 1/4 winds on it.
Maybe not so practical but shows the basic design parameters.
This coil is placed near the cylinders, and feeds the car frame and the engine outer shell.
Explore the largest prime numbers you can reasonably wind to a coil.
Lastly a 7x segment length multiplied by a very long prime number can
be used for tunning the forwards torsion torque on the engine.
It is likely these coils can be placed one inside the other, circle inside square, or square inside circle,
and then routed as existing car coils are being used now.
Location of the set placed inside the piston stroke plane would naturally be best if possible.
Circle outside square would produce the inverted JC field effect with a cross over to the engine.
Square coils placed vertically along side the piston line, would likely pick up the T field best.
Attached to the car frame at this piston level they can be fed into the cars frame by tunning to the correct location.
Other ratios have yet to be tested and explored also such as the 144 /
216 degree point for a 360 degree segment division system.
In this system the piston is fragmented into 360 segments, and now a multiplier of 144 can be experimented with.
Small and very accurate tunning on some of these other higher frequency ratios may produce stronger results.
Credits and References
Tomas C. Kramer
"Those Blasted Smoke Rings" by Thomas C. Kramer
Direct Experimentation on Joe Cell Fields with both Joe Cells and Copper Coils
IDL technology and the shape of the Aetheric Background Structure of Space - The Cube
NEO TECH's IDL Technology
The importance of the Primes with respect to vibration on a wheels rotation
Identification of the 105 and 195 degree points of rotation
The Return of Code 144 and Ed the Freemason
Author and Document preparation.
Caliper Vibration Experiments and Sensing on a running engine
Application of Torsion on a wheel to a linear form piston motion
Identification of the 7x and 13x points in the linear motion of a piston.
Also I would like to give credit to all those at the c_s_s_p group that
have contributed to the ongoing development, research, and
experimentation efforts with TF and EM devices.